Fuel induction system for internal combustion engines



' Feb. 16, 1960 I G. COHN 2,925,257

FUEL INDUCTION SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Aug. 6, 1958 6 Sheets-Sheet 1 INVENTOR.

Adam

II'TOIFIVEVJ G. COHN Feb. 16, 1960 FUEL INDUCTION SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Aug. 6, 1958 6 Sheets-Sheet 2 INVENTOR. GEORGE CO/l/V BY M M Feb. 16, 1960 G. COHN 2,925,257 I FUEL INDUCTION SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Aug. 6, 1958 INVENTOR. GEORGE (Of/A! BY 0 I Ava/maria Feb. 16,1960 G. COHN I 2,925,257

FUEL INDUCTION SYSTEM FOR INTERNAL COMBUSTION ENGINES ATTORNEYS Feb. 16, 1960 G. COHN FUEL INDUCTION SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Aug. 6, 1958 6 Sheets-Sheet 5 l a W a, a 7 v a "/3 m/ I w 5 v an improved. device for the 1 Still another object FUEL memos SYSTEM FOR INT-nun I,

COMBUSTION ENGINES: George Cohn, Nevv'Yoi-k, N.Y. Application August 6', 1958; Serial No. 753,486- 20 Claims. c1. 261- 5145;

The presentinvention' relates generally to improvements in internal combustion engines, and it relates more par- United States Patent a ticularly to an improved device for the preparation and control'of combustible mixtures for internal combustion engines. v V l In internal combustion engines, particularly of the mul' ticylinder carburetion type which are normally operated under widely varying conditions of loading, speed, ac-

celeration, position and temperature, an important source of mefficiency resides in the preparation of the combustible fuel and air mixture andits'delivery to theindividual "cylinderst' The carburetion]and-distribution system usual lycomprises a carburetor corrimunicatingvvith the air by way of an air filter andwith the individual cylindersby I Patented Feb. 16, 1960 vide an improved air fuel auste preparat oa device for internal combustion engines characterized by the homogeneity of: the mixture and the complete vaporization of ne fuel undersubstantially-all engine operating con- .litions I e A further object of the present invention is to provide an improved device of the above nature in which the composition of the air fuel mixture is maintained at its optimum under varyingconditi'ons' of engine operation.

. Still a further object of the present invention is to provide a simple, rugged and inexpensive air fuel mixture preparation device for internal combustion engines which results in improved engine performance andefficiency under varying conditions and greatly, reduces carbon deposits and engine wear. p v p An important concept; emb edied in the present invention resides inthe formation of a multiplicity; of low pressure zones across" the flow of air to an engine combustion chamber and theintroducti'on of the fuel into each of these zones whereby a complete atomization or vaporization of the fuel is achieved under various engine operating conditions 'toprovid e a homogeneous fuel mixture 1 characterizedfby' the absence of large fuel particles. The

way of a'distributing manifold. The'carburetor includes a venturi having" a nozzle located at the throat of'the Venturiand connected to a source of liquidfuel byway of a float chamber which maintains-a constant fuel level in the nozzle. Butterflyvalves.upstream and downstrearn of the carburetor permit continuous control respectively of the richness of the fuel air mixture and the volume thereof. I l v The conventional carburetor and fuel mixture distribution system, as aforesaid, possesses numerous drawbacks and disadvantages and leaves much to be desired. They are usually designed for optimum performance under a given set of conditionsandany deviation from these con- 'ditions is accompanied by a sharp drop inthe quality and efficiency 'of performance. Such deviations continuously occur in the loading, speed, accelerationand temperature of the engine. Theimmediate results'are the entrainment of large unvaporized droplets of fuel in the combustible mixture, heterogeneous air and'fuelmixture, a non-uniform delivery of the combustible mixture tothe various cylinders, and aifuel mixture whose composition is poor; The I consequences are adrop in engine efiiciency,'a reduction intorque and overall power and'acceleration', rough en:

gine performance, thinningof lubricating oil to increase engine wear and oil consumption, high carbon deposits flow characteristics througli'th ve V I v is accomplishedin'aeeordaneewitlf'the present invention above concept is realizedby the disposition inland across the duct-leading'from meat; supply to the-engine combustion chamberof' a f dilfus'ion member "which .lias' a multiplicity of venturi shaped aperturesformed therein aligned with the' gas flow direction, and openings;. ;are

formed'in the walls 6f the 'venturis' communicating with a fuel supply, r further concept re'sides' 'i'n ,r'i apertures. This by forming the, diffusion member of a pair of superim 'posed'plates mutually slid'ableirelative to eachother to permit adjustment of or c orh'plfetearid selective closingof the venturi apertures; This permits a complete control or the rate of fuel mixture feed without adversely effecting the composition thereof. Employing the device of the present invention a controlled variable homogeneous fuel mixture is' 'continuously'l produced s'o that an optimum combustible 'mixtureis uniformly and continuously del'ivered to eachof theaenglne cylinders or combustion chambers. As aieonsequence, there is achieved anenin the cylinders, gumming and burning of the spark' plugs 1 and intake and exhaust valves, and other undesirable results. There'have been proposed and employed-many devices for compensating for varying engine operating conditions but thesefor the most partjhave had only a limitedetfect in alleviating the above difliculties.

A solution of the present probler'n has been'set forth in the copending .patent application ofGeorge Cohn entitled, Fuel Distribution Systems, Serial No. 524,1 17, filed July 25, 1955 now Patent No. 2,857,898granted October gine whichpeflrforms smoothly and efficiently andjpr ovides aima'ximum of available povvrundervarying con ditions of load; acceleration; speed and temperature, and

which is subjecttto aiminirnum of Wear, carbon and gum deposits, and other deteriorating factors.

The. above'f'brief description" as w ll asffurlher ab ec s, features, and numerous modifications; of, the invention Fig; 2;

28, 1958. The present invention'provides-alternative andfl improved devices. for effecting the preparation ianddistribution of fuel mixtures in internal combustion engines; vIt is thus a principal object of the present inven ionyto provide an improved internal combustion engine,

Another object of 1 the present invention is to provide preparation of combustible fuelmixtures...

of ,the presentinvention isto pro:

1 position;

:Fig. 3a is a view similar to Fig. 3, illustrating another form-of the diffusion member;

sion member plates relatively rotated toward a closed Fig. s is a sectionalview taken along line s-xsin Fig.4; m

Fig.6 is a lpng'itudinal sectional detailed view Ofstill another embodiment: of thepresent invention, illustrated at a r-lament at the gas Fig. 4 is aview similar to Fig. 3; illustrating the difiu- Fig. 7 is a sectional view taken along line 7-.7 in Fig. 6, illustrating, by broken line, the diflusion plate in closed position;

Fig. 8 is a sectional view takenalong line 8--8 in Fig. 7, shown partially broken away for convenience of illustration; v

Fig. 9 is a longitudinal sectional view of a further embodinient of the present invention, illustrating the diffusion member in fully open position; I

Fig. 10 is aview similar to Fig. 9, illustrating the diffusion member in closed position;

Fig. 11 is a longitudinal sectional view of still a fur- .ther embodiment of the present invention having incorporated therein a coaxially located float chamber and a thermostatically controlled fuel inlet;

Fig. 11a is a sectional view taken along line Ila-11a in Fig. 11; a p

Fig. 12 is a longitudinal sectional view of'another embodiment of the present invention;

Fig. 13 is a sectional view taken along line 13-13 in Fig. 12, the diffusion member control element being illustrated by broken line in closed position;

Fig. 14 is a sectional view taken along line 1414 in Fig. 13, the control plate being illustrated in partially closed position;

Fig. 15 is a longitudinal sectional view of still another embodiment of the present invention;

Fig. 16 is a top plan view partially in section of another form of the improved diffusion member;

Fig. 16:: is a sectional view taken along line 17--17 in Fig. 16;

Fig. 17 is a sectional view taken along line 18-48 in Fig. 16;

Fig. 18 is a front elevational view of a further embodiment of the present invention;

Fig. 19 is a cross-sectional view taken along line 19-19 in Fig. 18; and.

I Fig. 20 is a top plan view of the heat exchange plug unit of the last illustrated embodiment.

Referring now to the drawings and more particularly to Fig. 1 thereof which illustrates the present improved device in its basic form, the numeral 10 generally desig nates a duct extending between a source of air or a source of an air fuel mixture and a combustion chamber of an internal combustion engine, for example, the conventional multicylinder reciprocating engine. The upstream 4. stant level float chamber normally associated with internal combustion engine carburetors or may be by way of an adjustable rate meten'ng pump.

The passageway 18 may be formed into a plurality of independent non-communicating groups, each of the groups being employed for a separate function. For example, some of the passageways 18 may be connected to a source of fuel, others to a controlled source of air, and still others to vacuum controlled actuating devices such as ignition timing control devices, throttling devices, etc. it should'be pointed out that while only three venturis have been illustrated across a section of the member 11 a much larger number is'generally desirable in the diffusion member. -The aggregate sectional area of the venturis should preferably be approximately equal to the cross sectional area of the air pipe and combustible mixture pipe leading to and away from the duct 10. Throttle valves of conventional construction may be located above and below the diffusion member 11 to control both the overall pressure and volume of gas passing through the diffusion member. p

In Figures 2 through 5 of the drawing there is illus trated another form of'the present invention which embodies the important feature providing for the adjustment of the venturi openings. This is broadly accomplished by the relative movement of the diffusion plates so as to vary the degree of registry of the apertures defining the individual venturis. More specifically, there is located in the duct 10 upper and lower plates 21 and 22 respectively which are arranged in superimposed condition and are each of circular configuration. The lower plate 22 i fixed in the duct 16 and is providedwith apertures 23 7 having a plurality of upwardly inwardly inclined flared end of the duct 10 is provided with a conventional air filter and may also include a carburetor, butterfly choke valve, and various other accessory and auxiliary equipment associated with the fuel and carburetion system of an internal combustion engine. The downstream portion of the duct 10 may lead directly to the inlet port of an engine cylinder or may communicate with a plurality of cylinders by way of a distributing manifold.

Located and suitably supported within the duct 10 and extending for the full area thereof is a diffusion member 11 including a lower plate 12 and an upper plate 13 superimposed upon the plate 12. Upper and lower registermg vertically aligned apertures 14 and 16 respectively are formed in the upper and lower plates 13 and 12, each pair of associated apertures 14 and 16 being of such configuration as to form a venturi having a constricted throat portion 17, the wall of the venturi being of streamlined contour so that the flow of gas through the venturis is laminar with a minimum of eddies and turbulence. A plurality of complementary grooves of semicircular cross section are'formed in the conforming faces of the plates Hand 13 to define conduits or passageways 18 which communicate with the venturi throat portrons 17, preferably at the point of minimum pressure, by way of openings 19 formed in the walls of the venturi throat 17. An inlet tube 20 passes through the wall of the duct 10 Into communication with'the passageway 18 and may be connected to a source of fuel] It should be noted that the fuel source may be in the form ofa conconical walls. A stub shaft 24 projects upwardly from the center of the lower plate 22 and rotatably engages a corresponding axial opening formed in the upper plate. 21 to permit the rotation of the upper plate 21 relative to the lower plate 22. The upper plate 21 is secured to the plate 22 by means of a screw engaging a tapped opening in the shaft 24.

A plurality of apertures 26 having downwardly in wardly inclined conical walls normally register with corresponding apertures 23 to define therewith venturis havi rlg constricted throat portions along the confronting faces of the upper and lower plates. Formed in the lower face of the upper plate 21 is a shallow circular recess 27 which extends to a point short of the periphery of the plate 21 to provide a depending annular lip 28 which rides along the upper surface of the plate 22. The recess 27 together with the confronting face of the lower plate 22 define passageways or conduits which communicate with the venturis at the constricted throat portions thereof. A plurality of bores 29 are formed in the lower plate 22 and communicate with the various venturis by way of the passage-defining recess 27 and are connected to a source of fuel, air or other device by way of one or more conduits 30 coupled to the bores 29.

In order to permit the control and adjustment of the venturis there is formed in the upper peripheral surface of the movable plate 2-1 a series ofinclined teeth defining a rack 32. A beveled pinion gear 33 engages the rack 32 and is affixed to a shaft 34 passing through and rotatably carried by the wall of the duct 10, the shaft 34 being connected by any suitable linkage mechanism either to a hand or foot manipulated control or to a throttle valve or any automatic control. The upper plate 21 is preferably movable withrespect to the lower plate 22 between a position in which the apertures 23 and 26 are in full registry to provide fully opened venturis and a position where the venturi-throats are completely closed.

The employment of the embodiment last described offers many advantages which are unavailable in the conventional carburetion systems. It permits a complete conofithe ume tai ipassiasithro sli t e uctnee mits hea'ch e ment (if a o an his vet w11v h ou h the venturisat' any degree of the throttle ripening, The various. modifie-ations, and accessories describedf'in con nection with the. embodiment illustrated; in Figure 1 of the drawingis similarly applicable to the present embodiment. I

The arrangement. of the. venturisdefining apertures in the plates 21 and 22 1nayb'e varied as w ell; as their relative sizes and configurations. For example, in Figure 3 of the drawing the venturis are illustrated asbeing each of the same overall dimensions and arranged along circles concentric with the center of the plates. In, Figure 3a of the drawing the. venturis are illustratedfas being of decreasing diameter approaching. the center of the s qWn eJPa L nla Y no; aws: wer

as ma hi lo to h e m x e qo' torque isfafvailable.

In Figures 9 and 10 0f the drawings t-here is illustrated another "embodiment of the pre nt. invention characterized by t e additional mPQttant feature of possessing adjustable fuelfopeni'ngs intothefventuri throats. While in the illustrated device the, venturi throat openings'as well as the 'fuelopening's into, the venturi throats are plate and, having their loci along the radii of the circular plates and along concentric circles. Other forms and arrangements of the venturi-defining apertures may be likewise employed. i I 7 Referring now to Figures 6 through 8 of the drawings there is illustrated an embodiment ofthej-present in,- vention in, which the improved diffusion member's form a-primary source of carburetion. Located in the duct 10 r is the lower relatively stationary. plate 38 provided'with an upwardly directed axial stub staft 39. which engagesan axial opening formed in the upper, plate 40.sup'e'rimp osed upon the plate 38, the plte 40. being rotatable relative to theplate38i-A suitablefscr ew and washer' arrangement 41 engages, a tappedopening in the shaft flfi to maintain th'eplates38 andAOin assembled conditionl The plates 38 and have aligned tapered apertures ,forrned'therein V which define venturisf43-having restricted lthroat pblir tions 44. A circular recess46 is disposed in'theunder: a face of they plate 40 .andform's. with. the confronting face of'the bottom plate 38 a passageway communicating with the venturi throats, 44. .Bores 47 are formed in the under'plate 38. and v com munic'ate with therecess 46 and a conduit '48, which in turn is connected to a float chamber 49 through the bottom wall thereof.

In order to permit thefadjustment and variation of the venturi openings thereis pr'ovidedja circumferential slotin the wall oftheduct 10 through which projects a I a are of conventional construction and includea threaded valve bushing 51 which engages a corresponding tapped opening in-the upper side wall of the chamber 49 and has a valve seat located within the chamber. The bushing 51 is connected by way'of a line 52 to the conventional fuel pump. 7 A bracket supports-{a needle valve; 53), in separable registry with'the valvefseat. and is actuated: by an arm of apivotallynmountedbell crank V 54 which f carries ,a float'member 56. Thus, as the fuel level in the chamber 149 drops the needle valve is 'unseated permitting the entry of fuel into the chamber 49 which raises the float 56 and closesthe'valveby way of thegbell crank -54. The level within the,1chamber;49' isfp'feferably: ad-

justed as illustrated to slightly below orl substantially that of the top face of the lower plate 38fso that-ffuel will be drawn by the venturi only upon the passage; of the air therethrough and the creation of reduced pressure.- As in-the previous embodiment, other accessories such'as chokes, idler jets and accelerating pum'pfi, etc, maybe provided. e

The operation of the carburetor dependently variable, these may be independently'variable in any convenient manner. I In the, device. illustrated in the diffusion member includesthe lower stationary plate 56 which is providedwith an upwardly directed axial threaded, shank 57 whichengages, a tapped axial bore formed in, the. upper platerl58 Registering venturidefining apertures are formed in the p1'ates 56 and 58, the apertures being .in aligned registry when the'confronting faces, of the plates 56 and 58 areseparated as illustrated in Figure 9 of the drawing, and-the venturi throats. being completely closed when the. confronting faces of the plates56 and 58' are in abutment, as seen .in Figure'IO.

Formed in the centralportion, of the lower plate 56 are a plurality of upwardly diverging bores 59 ,which extend to the upper face of theplate and communicate with. the fuel passage space between the confronting faces of the upper and lower plates 56 and; 58. The bores 59' are. connectedi'by way, of a conduit to. the source oftuel.

me ger tofperrnit the wariation of; the, venturi throat as well: as the"fuelfopeningsi-into the throat there-is provided an angular member including avertical. rod-'69 engaging the; upper plate, 58I and a horizontal-rod 61 extending from the upper end the rod 60 through'an annular opening formed in the duct 10. The rod- 61 .may be. connected to any form of control mechanism. In the embodiment last described the fuel opening in to the venturiis increasedwith an increase in the venturi throat, opening, thus permitting the production of an air fuel mixture of optimum compositionat various rates of consumption. The interdependency between the 7 fuel opening andthe venturi throatis the function ofthe 1 pitch of the thread of the shank 57 and, may, be ,con structed as desired. Asset forth above, the fuel opening and the venturi throat adjustment maybe independently controlled byrmeans of cams of I 7 known manner. 1 r

' In Figures 11 and; 11a there, is illustrated a carburetor system, embodying the present invention, whichis pro.- vided with-the! interdependently adjustable venturis and fuel openings, an axially located float bowl to'rninirniz'e" fuel feed variations with engine position and motion, and

I an automatic control jet arrangement. The carburetor includes a vertical. base portion 65 having a lowerlflange I 66 which permits the mounting of the carburetor on;

an inlet port of a distributing manifold.- The base portion 65 is providedwitha centrally axially-located bowl67.

A plurality of circumferentially-spaced vertically extending apertures '68 are formedbetween the bowl 67 and the outer wall of the base 65, the apertures 68 being upwardly inwardly, inclinedto a constricted throat portion.

. Mounted on'the upper part of the basei65' is a cap 69 which is provided with an-inwardly projecting annular wall 70 resting on the'topofthe base. 65 and secured ithereto by bolts 70a. Depending from theouter edge ofthe annularjwall70 is a lip 'which registers with the nature above described and it provides the important advantage over the conventional carburetor; in thatthe continuously nt ollab e e o t e ent r permitzthe mpa sf the corresponding groovesformed inthe' outer upper face of the wall 65;. Projecting upwardly-from the inner edge of the wall'70 is a verticalcylindricalwall 71 'havi g' aninwardly directed annular "flange'-72 at its upperqend which terminates in anupw'ardly' directed tubular nreniber 7 3. Formed in theannulariwall'ltl are a plurahty offcircularxopenings 74' which register with the upper endsof thebase apertures 68.

various sorts in any well.

Slidably engaging the tubular member 73 is an externally threaded bushing 76 which is urged upwardly by a helical spring 77 encircling the lower portion of the tubular member 73 and nesting in a groove formed in the inner face of the bushing 76 and entrapped between the upper shoulder of the aforesaid groove and the annular wall 72. A screw 78 passes through a. vertical opening in the bushing 76 and engages a tapped bore in the wall 72'thereby permitting a vertical adjustment of a bushing 76.

Registering with the cap member 69 is an adjustable annular plate 79 having a plurality of. circumferentially spaced inwardly downwardly flared openings 80 formed therein which are adapted to be brought into vertical registering alignment with the'apertures 68 to define therewith venturis. The plate 79 hasan upper inner portion 81 of decreased height to provide a downwardly directed recess which accommodates the capportions 71 and 72 and is provided with a centrally tapped bore which engages the externally threaded bushing 76.

A portion of the upper outer annular edge of the plate 79 is provided with rack-defining teeth which engage a pinion bevel gear 82 aflixed to the inner endof a shaft 83'- The shaft 83 in turn is journaled in a bushing 84 secured by means of a bracket 86 and screws. 87 to the outer wall of the cap 69. A lever 88 is afiixed to: the outer end of the shaft'83 and is connected by'any' suitable linkage mechanism to a control device. Thus, upon movement of the lever 38 the venturi throat openings may be controlled and interdependently therewith the fuel opening into the venturi throats which are'fdefined by the pasageways between the confronting faces of the plate 79 and the wall 74.

Located within the bowl 67 above the base thereof is a liquid fuel distributing manifold 90 which isconnected by way of corresponding openings formed in the cap wall 70 with the passageways through the walls of the venturis. The manifold 90 includes an axiallylocated downwardly directed opening which carries an orifice member 91 provided with a valve seat in its underface. Aligned with the orifice member 91 is a valve 92 carried by a thermostaticallyresponsive support .member 94 which is secured to the wall of the bowl 67. As the temperature of the support member 94 varies, the openmg'in the orifice 91 is correspondingly varied to thereby control the amount of liquid fuel delivered to the manifold 90. To facilitate this control the manifold 90 is connected by way of a vertical pipe 96 to the air so as to offer a greater range of control. Formed in the valve 92 is an axial bore 97 which prevents the complete closing of the orifice 91.

An arcuately extending opening 98 is formed in the plate inner portion 81 and has passing therethrough and spaced from the walls t ereof a fuel inlet pipe 99. The lower end of the pipe 99 is coupled to the cap wall 72 and communicates with a bore 100 terminating in a valve seat having an associated needle valve 101. A toroidal shaped float 102 is located within the bowl 67 coaxial with the carburetor and the conduit 96, the float 102 beind hinged to a bracket carried by the cap wall 72. Needle valve 101 is controlled by an arm 103 extending upwardly from the float 102 to thereby maintain a constant predetermined fuel level within the bowl 67.

The carburetor last described possesses the various characteristics and advantages of the earlier described embodiments ofthe present invention. It provides cornplete uniform adjustment allowing for an optimum air fuel mixture independent of engine motion and position. The float being'centrally located, and the fuel manifold opening being likewise centrally located, the'fuel head along the openings into the venturi throats is constant.

The various accessories and auxiliary equipment assoproved diffusion member wherein the adjustment of the venturi throat is achieved by the provision of an intermediate control 'plate.. .More specifically, the diffusion member includes, a lower plate 110, an upper plate 111 and an intermediate i control plate 112 rotatably sandwiched between the confronting faces of the relatively stationary plates and 111. The plate 110 is provided with an outwardly directed flange 113 which rests upon the planar annular border of a horizontal inlet port to a fuel mixture distributing manifold 114 associated with a multicylinder engine. The intermediate plate 112 is substantially the same diameter as the flange 113 and is provided with a radially extending control arm 116. The upper plate 111 is located within the duct 117 having peripheral flange 118 which rests upon the border of the intermediate plate 112 and is fixed to the plate 110. The lower plate 110 is provided with an upwardly projecting stub shaft 119 preferably of non-circular cross section which engages a correspond ng opening in the upper plate 111 to maintain the plates 110 and 111 in relatively fixed position. The plates 110, 111 and 112 and the duct 117 are maintained in assembly by means of a series of bolts 120 engaging aligned openings formed in the plate 112 and in the flanges 113 and 118 and engaging tapped openings in the manifold. The bolts 120 register with arcuateslots 121 formed in the intermediate plate 112 to permit rotation thereof.

A plurality of vertical upwardly inwardly tapered apertures 122 are formed in thelower plate 110 and aligned and registering therewith are inwardly downwardly tapered apertures 123 formed in the upper.- plate 111, theapertures 122'and 123 form ng venturis provided with restricted throat portions- The intermediate plate 112 has circular openings 12-4 formed therein which form part of the venturi throats and which are movable be tween positions in full registry with the venturis and completely out of registry therewith to effect a closing of the venturi throats. I

Communicating with the upper portions of the apertures 122 at the venturi throats are a plurality of bores 126 which are connected to a source of fuel by way of a conduit 127. The various modificationsand additions set forth in the previous'embodiments may be employed in the device above described. However, the device is complete in and of itself and affords a carburetion system which delivers an optimum mixture under varying engine conditions.

Referring now to Figure 15 of the drawing, there is illustrated an arrangement wherein the improved dfiusion member is employed with the carburetor and there is provided additional means for improving the air fuel mixture. More particularly, the numeral 130 designates an intake manifold for a multicyl nder internal combustion engine, which has formed therein an upwardly directed inlet port surrounded by a peripheral shoulder 131 and communicates with a plurality of cylinder inlet ports 132. The diffusion memberincludes a lower stationary plate 133 having a border which rests on the manifold shoulder 131, the plate 133 having an enlarged axial opening and a plurality'of circumferentially spaced openings along the border thereof which are aligned with tapped openings formed "in the manifold shoulder 131. A centrally apertured cap member 134 has an ape'rtured flange 136 resting on the peripheral border of the plate 133. The cap 134, lower diffusion plate 133,.and the distributing manifold 130 aremaintain'ed, in assembled condition by means of bolts 13'! engaging aligned apertures therein. h V

Resting on the lower diffusion plate 133 and rotatable relative thereto is an upper diffusion plate 138 which is provided with an enlarged central opening coinciding with that formed in the lower plate'133. The plates 133 and 138 have a plurality of aligned cooperating venturi-defining apertures 139 formed therein whichby relative rotation-of the plate 138 maybe selectively the up directedj triangular i cross section.- plate 161 is provided with similarly arrangedvane 167 he ing, however, ur downwardly directed tri ngulatcro'ss f of a'iv rging ducts etiport of" the manifold d"by a cross; duct, 141'. LlCf 1 above the central pper wan ofthe duct 1.41. ded at upper end with i si r p l' dlfi ll onpla e flangejl' l lregisterr fag-win; the corresponding c rcular grooye forr'necl' about th" central-opening in the plate ldsif flh'e conduit 1 3 through the central openng' in the lower'plate "133 an enters through anopjenin' "inthefiipperwall' fot the rossduct' 7141 located. central "above the'haffier142. Disposed withinthe conduit 1'43 a p'lt'rgr'nentber 146 having helical grooves 147 formed in thewallthereof, the grooves 147 detining, the controntihgwall' of onduit 143, elongated passa ewa s, betw n the up e'r' an'd lower e ds or the conduit 14s, the assa ew s being in good' heat transfer, rel at enship with the conduit all; F rthermore, the": eeadnit 143i3's'i11idurided Bye duct 1 4s in' gene heat transfer" relationship-therewith the duct 148 .being connected to theengine exhaust wrich extend train the irlinifold sjola's' to heat thejof the passageways 1 47.

Mounted on the cap'134 and secured thereto bymeans of suitable bolts is the outlet eqn'duit 150 of aca'rburetor which may be of any conventional construction. Located "i1" the'c'or'rduit 150. is the usual throttle-defining;buttcrfiy hich is connectedb'y way r ailinkage mechany des irec l dntrolarrangement v p srori plate 138$ aecteaby way;orj link l5 -3oto aft '1'5'4 passing in h; abushingloca'ted in. the wall the 'iir reridififisien plate 138* aie" se coupled that u on full opening otthe butterfly valvetheventuri apertures a r i39f are i'n registering vertical alignment; and when the 1 -4 'haustgases fromthe engine. Nesting within the tube182 butterfly valve 151 ;if closed the'lv'enturi apertui'es are out i offegistiy thus closingthe vehturi throaltsi 7 4 The-carburetion system lafst described'offers many ad vanta es over the conven ional 'car buret'ion devicesl Dur- V ii g ,sievver id1in eedswhen the Butterfly; valve is'gin cred position permitting the 'sage q: a minimum fiiel m iimreg tti'e venturi apertures 1 3'9;are ifngf'the ai'r f iiel; mixture ;to flow'intfo the. cylinders any-rm 'ughjtheheated pass g w s; I147,

is hate'd to maintain the fuel in fully vaporg theforrnati'ojnof condensed dropthe venturis 139, are conpass thiflugh the venturis'which In Figures reams hi '17 there previeusly described principally in the con'fi'gfiraftion of thef enturi apertures and "the rrieansfor'adjus'ting the fuel openings into the venturis; The difiusioii member in f eludes anrupper plate 160 and alower pIateIGIofafmular. shape each including iiir'ier and eutereeaxial tubes the air fue'l mixture travelfsata elatively higl ittinga majer reportion,

i t {an I I A illustratedianothi'er embodiment of'th'e present inventiondiflering rro those ing's' inreas'elas', dojthf erqs ectional areas of the fuel passage ays 172.2 I The. diffusion frnerfiber lastf described may be employed. in;a manner'similan t0. those previoilsly setforth. t

Referring/nor to Figs. 1810.20 of .tliedrawing's, there is illustrated a further embodiment. of the present inventiomwhich like. that illustrated in Fig. 15- is provided either'passes througha diffusion system or is produced "l The upper mb t q ngi e, 11 5 vin' with means fornheatihg-partofthe fuel mixture, but ineludes the additional features which permit, the adjustment c of. the/relative proportions of: the heated andunheated, fuel mixtures and in whichtheentire ifuel mixture therein; It a Meter-particularly; the imprb ed carburetion system incl-t des; intake manifold.bar ai. inulti-cylinder. internal l re t manifold haying an. up

" which 1 rfiountedcircular conduit. 181 which'is identi- V sto'odgthata carb calto. the circular conduit in Figt l 1, it being under: uretorsimilar tothat shownin. Fig} 11 assembly shown in Fig. 18, e Located 'i im u n;

V withintheman fold and inaxialalignment'with the con duit 181 is a tube 182 disposed below the conduit 181 and surroundedby a duct 1 83 in heat transfer relationship with the tubev 182-andrpreferably connected to the exis a'plug 184- having a plurality. ofiparallel helical grooves 186-fornied therein whichpdefine fuel mixture passageways whichare heated'by the exhaust'gas duct 183. Ex-v tending-from the upper opening of the manifold 180 are outerducts187 -whichvare connected at the bottom by a crossl duct 188. QAbafi1e 189is-located invthe cross duct 7 188 betweenthe lower wall theredfarid the bottomjotthe g-difiiculties When the throttle is 163 and 163 respectively, Extending between and sup- 1 1 .ported vby the upper tubes :163l-and;164 are radiallyex tending c i'r curnferentially'v spacedvanes;166 of upwardly I 7 The; .lower ditfusion se tion The vane W as 1 h M 16? arezp aed sectional are a.-

plug 184 to promotearnixture of-the gases passing throughithepassageways186 and the (11168187 prior to their. entry'to the cylinder inlet ports 190.

Located within the conduit 1 81-areupper and lower plate 191 has formed therein a;plurality= of; downwardly the plate-192,- theventuri throats, may be varied in cross e ded y l b ewi oe vertical part tlon' 198- is disposed 'in=' each ofthe r"loweiaapertures-i197; andhas-a tapered upper edge." 199: a p j e rn' bove t -upperie ca-pf pe tur slh r 'T e pwer d s th art i ns am iq yw l 200; to theupper edge otgthe tube 182. 1 Walls-201-pro-1 While there have been described and illustrated preferred embodiments of the present invention, it is apparent that numerous alterations and omissions may be made without departing from the spirit thereof.

What is claimed is: I V

1. In an internal combustion engine including a duct communicating with a combustion chamber of said engine, a fuel induction system comprising a pair of members arranged in confronting relationship and disposed in communication with said duct and both having formed therethrough venturi-defining apertures each adapted to register with an aperture in the other of saidmembers and narrowing theretoward to define constricted throat portions, means maintaining said members in spaced relationship in the vicinity ofsaid apertures to definetherebetween a cavity which intersects and communicates with said venturis at said throat portions thereof, and means for connecting said cavity to a source of fuel.

2. In an internal combustion engine including a duct communicating with a combustion chamber of said engine, a fuel induction system comprising a pair of substantially superimposed plates disposed incommunication with said duct, both of said plates having formed therein apertures each adapted to register with an aperture in the other of saidplates and narrowing theretowardto defineventuris provided with constricted throat portions, and means for moving said plates relative to eachother whereby to transversely vary the registrybctween said respective venturi-defining apertures. y

3. In an internal combustion engine includingfl'a duct communicating with a combustion chamber of said engine, a fuel induction system comprising apair of substantially superimposed, coaxially circular plates disposed in communication with said duct, said plates; having formed therein a plurality of pairs of normally longitudinally fully registering apertures which are'shaped to define venturis provided with constricted throatpor'tions, and means forrotating said plates relative to each other whereby to transversely vary the registrybetwe'en said respective venturi-defining apertures.

4. A fuel induction system in accordance with claim 3, wherein said plate rotating means includes a rack disposed along the outer border of one of said plates and a pinion engaging said rack; a

5. A 'fuel induction system in accordance with claim 7 3, including a throttle valve located in said duct, and

tially superimposed, coaxial, circular plates disposed in communication with said duct, said plates having formed therein a plurality of pairs-of normally longitudinally recess formed in a face of one of said plates, said face.

confronting said other plate.

10. A fuel induction system inaccordance with claim 9, wherein one of said plates has a bore formed therein defining a fuel passage communicating with said recess.

11. A fuel induction system in accordance with claim 8, including means defining a fuel chamber communicating with said passageways, a float located in said chamber, a conduit including a valve connecting said chamber to a source of liquid fuel, and means operatively connecting said float to said valve whereby to maintain a constant level of fuel in said chamber substantially at the level of communication between said passageways and said apertures.

12. In an internal combustion engine including a duct communicating with a combustion chamber of said engine, a fuel induction system comprising a diffusion member disposed in communication with said duct andhaving a plurality of venturi-defining apertures extending therethrough, said venturis having constricted throat portions and having openings formed in the walls thereof near said throat portions, means for adjusting the size of said throat portions, and meansdefining conduits for connecting said openings to a source-of fuel.

. 13. In an internal combustion engine including a duct communicating with .a combustion chamber of said engine, a fuel induction system comprising a pair of superimposed plates disposed in communication with said duct,

both of said plates havin'g for med therein apertures each adapted to register with an aperture in the other of said plates .and shaped to define venturis, said plates defining.

and the registry of said apertures concurrently.

15. A fuel induction system in accordance with claim 14 wherein said means for varying said aperture registry concurrently with variation of said passageways includes meansthreadedly mounting one of said plates for motion toward and away from the other of said 'plates' in response to relative rotation between said plates.

16. An improved carburetor comprising a vertical duct,

7 a bowl coaxially located in said duct and supported theresaid first apertures andprovided with a plurality of circumferentially'spaced downwardly inwardly tapered 'sec- 0nd apertures adaptedv to be brought into longitudinal registry with said first apertures to define a plurality of venturishaving constricted throat portions, means for rotating said plate whereby tovary the cross sectional area of said throatportions, means for adjusting the height of said plate within said conduit to providepassageways of adjustable cross section communicating'with said constricted throat portions, means providing communication between said passageway and said bowl, means for introducing a liquid fuel into said bowl, and means for maintaining the fuel in said bowl at. a predetermined level.

fully registering apertures which 5 arev shaped to define 1 venturis with constricted th roat portions, said plates having passageways formed thereincommunicating with said constricted throat portions through the walls thereof and means for rotatingsaid plates, relativetoeach other ereby. to transversely vary, thev registry between said respective venturi-defi'ning apertures.

17. In an internal combustion engine, a fuel induction system'comprisingfuel conduit means extending to a combustion chamber of said engine, said conduit means including .first and second ducts arranged to provide al-.

said plates, and means for adjusting said plates relative to each other between positions wherein said apertures 7 are in complete registry and whereinsaid apertures are out of registry to close said'second duct.

v means formed therein, means for varying the cross-secplates arranged in laminar relationship and each having formed therein apertures each adapted to register with an aperture'of'each of the other of said plates to define,

said fuel passage means said fuel volume control means including means mounting at least one of said plates for V movement relative to the other plates whereby to vary tional area of said fuel passage means to control the fuel volume, and means for controlling the proportion of fuel passing through said first and second ducts.

19. A fuel induction systemin accordance with claim 18 wherein said means for varying the proportion of fuel passing through said first and second ducts is operable to direct an increasing proportion of fuel into said first duct in response to decreasing of the total volume of fuel.

20. Arfuel induction systemin accordance with claim 19 wherein said valve membercomprises a plurality of g the registry between said apertures, and said proportion control means includes partition means disposed in said fuel passage means to divide said fuel passage means into sections communicating respectively with said first' and second ducts and positioned to direct a greater proportion of fuel into said first duct when said fuel passage f means is partially closed than when said fuel passage means is fully open.

References Cited in the tile of this patent UNITED STATES PATENTS 1,700,921 7 Chanard Feb. 5, 1929 1,816,531 Holloway July 28, 1931 1,829,632 Chanard Oct. 27, 1931 Chanard July 6,1937 

